Asphalt Mix Design-

Marshall Method

Rajib Chattaraj
Astt. Chief Engineer,
NH, PW(R)D
 The aim of the Mix Design
• Asphalt Mix Design is a very delicate engineering
activity.
• It has to address many criteria : strength ,
stability, durability, impermeability , workability,
surface skid resistance, resistance against fatigue
cracking and rutting, appearance etc.
• But the fundamental performance properties are
not measured in the design mix, those are
indirectly assessed by some empirical parameters.
 The aim of the Mix Design-contd.
The parameters which have to be taken into account to
achieve the desired criteria are :
• Sufficient asphalt or bitumen in the mix to ensure durable
pavement.
• Sufficient voids in the compacted mix to allow a slight
amount of expansion of asphalt due to increase in
temperature and also by the action of additional
compaction under the effect of traffic movement specially
in summer season when viscosity of the binder comes
down a bit, without flushing, bleeding and loss of
stability.
 The aim of the Mix Design-contd.
• Maximum void content in the mix to restrict the ingress
of air and moisture causing early aging of the binder.
• Sufficient mix stability to satisfy the demand of traffic
without distortion or displacement.
• Sufficient workability to permit efficient placement
without segregation and without sacrificing stability
and performance.
• To provide sufficient skid resistance of the surface mix
specially in unfavourable weather condition.
• To provide a good appearance of the pavement surface
as well as to provide a noise-less smooth interaction
with the pneumatic tyres of the vehicles.
 Ultimate objective of the design mix

• To determine a cost-effective blend

of asphalt and mineral aggregate
including filler, if any, with
appropriate gradation which will
yield a durable and serviceable
pavement.
 The Methods of Mix Design
There are three methods asphalt mix design :
• Marshall Method: developed by Bruce Marshall, a former bituminous
engineer with Mississippi State Highway Department and further improved by US
army crops of Engineers. Guideline : ASTM D 1559 ,MS-2 (Asphalt Institute, USA)

• Hveem Method : developed by Francis N Hveem, a former material and

research engineer of California Department of transportation. Guideline : ASTM D
1561, MS-2 (Asphalt Institute, USA)

• Superior performing asphalt pavement

(superpave) method: In USA, Strategic Highway Research Program
(SHRP) developed a newer and improved asphalt mix design in 1987 as a five year, $
150 million program which is the Superpave Mix Design Method. This method not only
addresses the problem of better simulation of field compaction level under traffic effect
to the laboratory samples but also differs from other mix design methods by using
performance-based and performance-related criteria to design the proper asphalt mix.
Guideline : SP-2 (Asphalt Institute, USA)
 Why Marshall Method ?
• Out of the three methods, Marshall Method is being
used in India like most of the countries in the world.
• It was also in use in most of the states in USA, till
Superpave has come in force.
• Marshall method is popular because it’s testing
methods are simple, equipments are not costly.
• Since 2nd.world war , Marshall Method has been
successfully applied all over the world.
• Superpave is a superior method, but it’s application
outside USA is not extensive.
 Basic Concepts
• Asphalt Design Mix means to determine proper blend of the mineral
aggregates with filler , if any, to form a durable skeleton structure( to
provide an uniform bed for a safe traffic movement) with bitumen,
the binder which is acting as a glue to hold the aggregates in place so
that the skeleton structure of the aggregates does not break easily
under the effect of traffic and weather.
• Combination of right proportion of different sizes of aggregate is
called aggregate gradation which is an important part of mix design. It
has sufficient influence on stiffness, stability, durability, permeability,
workability, fatigue resistance, rut resistance, skid resistance and
resistance to moisture damage.
• Theoretically, it would seem reasonable that best gradation is the one
that gives the densest aggregate packing . But in actual, some
designed air void is purposely left which obviously differs from the
densest possible aggregate packing.
 Basic concept – contd.
• The trick of the mix design for dense graded mixes is to find such a
gradation which will yield not the densest packing but will have
sufficient voids (Voids in Mineral Aggregate – VMA) to accommodate
enough bitumen for ensuring durability against fatigue cracking ( Voids
filled by Bitumen –VFB ) and most importantly some specified amount
of voids ( air void or void in mix -VIM) to allow the expansion and
expulsion of bitumen during summer and under the action of heavy
traffic to ensure resistance against rutting, flushing, bleeding etc. This is
different from densest gradation curve.
• The amount of the bitumen which is added with the mineral
aggregates are not totally utilized to act as the film to coat the
aggregates , some amount of it is absorbed by the surface pores of
the aggregates which is known as the absorbed bitumen and the rest
is known as effective bitumen content. The aim of proper mix design is
to determine the effective bitumen content because this bitumen is
actually coming into play to create the coating film around the mineral
aggregates .
What is Air Void, Voids in Mineral Aggregate and Voids filled by bitumen

Ref: MS-2
 Basic concept –contd.
• In laboratory, the field compaction under the action of heavy traffic
(more than 1 msa) is simulated by preparing Marshall mould with
75 numbers of blows ( impact type) on either side. Medium traffic
(0.01 msa to 1 msa) is simulated in laboratory by 50 number of
blows on either side and light traffic( less than 0.01 msa) is
simulated by 35 number of blows on either side. These limits are as
defined in MS-2 and as per US standard. But in India, because of
constraints in width of many roads and overloading problem, the
traffic volume in terms of Msa is much more. Here research work is
needed for reflecting the actual traffic condition in laboratory and
also according to the Indian weather condition.
• In USA, it is done by implementation of Superpave method of mix
design where both the traffic condition and weather condition has
been duly taken care off. The type of laboratory compaction in
Superpave method is also gyratory type which is very close to
actual field condition , instead of impact type in Marshall method.
 Steps of Marshall Method of Mix Design
1. Aggregate Gradation
• For different dense graded mixes, there is a definite range of upper and
lower limit of percentage of passing of aggregates corresponding to
different sieve sizes.
• These ranges have been adopted after many research, experience,
permutation & combination taking care of the factors narrated earlier.
• In MoRTH specification or IRC:111, no criteria is laid down to select
aggregate gradation other than specifying upper and lower limit. In
absence of that, the mid-point gradation is often taken as the target
Job Mix Formula.
• It is not the best idea. With the available aggregates, by varying
proportions of different sizes of aggregates being with in the MoRTH
range, say 3 to 4 gradation curves may be selected.
• The curve which will yield maximum VMA as well as the other criteria
are also satisfied, should be selected as the design JMF .
• Thus, the right term to use is to optimise VMA, not to maximise it.
 Optimization of VMA

Gradation curve – 1 for DBM mix

 Optimization of VMA

Gradation Curve – 2 for DBM mix

 Optimization of VMA

Gradation Curve -3 for DBM mix

Selection of Gradation curve by
optimization of VMA
 2. Aggregate Properties
• Specific gravity of mineral aggregate is a very
important property in Asphalt Mix Design.
• In asphalt mix design, effective bitumen content is the
point of focus which is the bitumen added to the
system minus the bitumen wasted due to absorption
by surface pores of the mineral aggregates.
• To determine this, three types of specific gravity of
the aggregates are considered :
i)Bulk Specific Gravity
ii)Apparent Specific Gravity
iii)Effective Specific Gravity
Different terms related to Specific Gravity of Aggregate
 Apparent Specific Gravity
• Apparent Specific Gravity, Gsa. The
volume measurement only includes
the volume of the aggregate particle;
it does not include the volume of any
water permeable voids. The mass
measurement only includes the 
aggregate particle. Apparent specific
gravity is intended to only measure
the specific gravity of the solid
volume, therefore it will be the
highest of the   aggregate specific
gravities. It is formally defined as the
ratio of the mass of a unit volume of
the impermeable portion of 
aggregate  (does not include the
permeable pores in aggregate) to the
mass of an equal volume of gas-free
distilled water at the stated
temperature.
Courtesy : Pavement Interactive
 Bulk Specific Gravity
• Bulk Specific Gravity (Bulk Dry
Specific Gravity), Gsb. The volume
measurement includes the overall
volume of the aggregate particle
as well as the volume of the water
permeable voids. The mass
measurement only includes
the aggregate particle. Since it
includes the water permeable void
volume, bulk specific gravity will
be less than apparent specific
gravity. It is formally defined as the
ratio of the mass of a unit volume
of aggregate, including the water
permeable voids, at a stated
temperature to the mass of an
equal volume of gas-free distilled
water at the stated temperature.
Courtesy : Pavement Interactive
 Effective Specific Gravity
Effective Specific Gravity,
Gse. Volume measurement includes
the volume of
the aggregate particle plus the void
volume that becomes filled with
water during the test soak period
minus the volume of the voids that
absorb asphalt. Effective specific
gravity lies between apparent and
bulk specific gravity. It is formally
defined as the ratio of the mass in
air of a unit volume of a permeable
material (excluding voids
permeable to asphalt) at a stated
temperature to the mass in air (of
equal density) of an equal volume
of gas-free distilled water at a
stated temperature. Courtesy : Pavement Interactive
 Calculation of different Specific gravity

Courtesy : Pavement Interactive

Arrangement of testing specific gravities of Coarse aggragates

Testing done
as per
IS:2386 (Part
III)-
1963,cl:2.2
Method:1
 How Effective Specific Gravity can be found out
• Effective Specific Gravity of the aggregate gradation is the property and it is unique if the
source and grading proportion is not changed.
• It is the parameter of interest for asphalt mix design.
• It can be determined after determination of Theoretical Maximum Specific Gravity
determination test as per ASTM D 2041 which is also called RICE density, after the name of the
inventor.
• MS-2 is saying, after calculating the effective specific gravity of the aggregate from each
measured maximum specific gravity of the mix for different bitumen content and averaging Gse
results, the maximum specific gravity of the mix for any other asphalt content can be obtained
by applying the formula.
• However, some better fine tuning is possible. As Gse of the aggregate is constant for all
practical purposes, (also supported by MS-2), and determination of G mm by testing as per the
method ASTM D 2041 gives best result when the asphalt content of the mix is near to design
asphalt content, it is better way to calculate Gse value by the formula with G mm value
determined by test with asphalt content close to design asphalt content and use this constant
value of Gse for calculation of Gmm value by using formula for other asphalt contents rather
than averaging Gse results as suggested by MS-2.
• In absence of the testing arrangement of Maximum theoretical specific gravity test, a method
which is adopted to determine Effective Specific Gravity by averaging the Bulk Specific Gravity
and the Apparent Specific Gravity, but this is incorrect method.
• For properly taking care of the delicacy of asphalt mix design, effective specific gravity
determination is not desirable to be determined by averaging bulk specific gravity and apparent
specific Gravity.
Maximum Theoretical Specific Gravity as per
ASTM D 2041
Determination of Effective Specific Gravity from
the test of theoretical max. specific gravity
• The result of Theoretical Maximum Specific Gravity
(Gmm ) of loose mix can be found out most
accurately when the bitumen content is near to the
design bitumen content.
• That means for DBM Gr-II, the test bitumen content
should be around 4.4% to 4.6%. For BC Gr-I, it should
be around 5.1% to 5.3%.
• After finalisation of Aggregate gradation by
optimization of VMA as described earlier, G mm should
be determined with the bitumen content close to
design bitumen content .
Determination of Effective Specific Gravity from
the test of theoretical max. specific gravity

Effective specific gravity, determined by the above formula

of aggregate rather more specifically said aggregate
gradation is supposed to be the property of that and thus
will be unique. This Gse is used for all variation of
bitumen content. Text and Figure
Reference: MS-2
• For one mix design, Gmm test as per ASTM D 2041, has to be carried
out only once, but the bitumen content of the mix should be near
to the design bitumen content or more.
• From this Gmm, Gse (Effective Specific gravity of the aggregate
gradation as a whole) will be calculated according to the formula
mentioned earlier which will be unique for that aggregate
gradation.
• There is no further need for carrying out Gmm test for any other
variation of bitumen content. It will be analytically calculated by the
formula :

Text Reference:
MS-2
Representation of a compacted bituminous mix by
Phase Diagram

Reference: MS-2
 Details of the calculation of different parameters
• Gmm was determined by testing with the bitumen content 4.5 % (for DBM
mix), and found to be 2.621.
• With this value, from the formula shown in the earlier page, G se has been
determined as 2.827. For this particular aggregate gradation, source
remaining same, it is unique, a property of that aggregate gradation. Thus
for all variation of the bitumen content in the above table, it is same.
• Again, Gmm has to be determined for different bitumen content. This time
it is not required to go for testing, because in that case, it will be
inaccurate. The test gives the best result only when the bitumen content
is close to the design bitumen content. Thus, this time it is determined by
formula shown on the earlier slide, analytically.
• Compacted bulk density of the mix is determined as the average value of at
least three Marshall moulds of same bitumen content, by taking weight in
air and determining volume by measuring dimensions of the saturated
surface dry specimens, thereby determining density (AASHTO T 166). This
is allowed when the water absorption of the mineral aggregate is less
than 2%. If more, bulk density of the moulds have to be determined by
paraffin coating method (AASHTO T 275).
 Determining Gmb using the SSD method
• The SSD method is intended to be used for compacted
mixture specimens with water absorption less than or
equal to 2.0 percent of the specimen volume as
designated in AASHTO T 166 or ASTM D2726.
• After mixing, aging and compacting the mixture, the
mass of the sample is determined in air (dry), while
submerged in water, and then in air again after drying
the surface (saturated surface dry). The mass of the
oven-dry specimen is being determined. The next step
is to place the specimen in the water bath directly
below the scale and determine its mass under water.
 Determining Gmb using the SSD method
• The last step is to determine the mass
of the saturated surface dry specimen
in air. The saturated surface dry (SSD)
mass is obtained by quickly blotting
the sample so that the surface is not
shiny. The bulk specific gravity is the
mass of the sample divided by the
mass (volume) of water it displaces.
• Gmb = A/(B-C) where:
• A = dry mass of the specimen in air,
• B = saturated surface-dry (SSD) mass
of the specimen in air
• C = mass of the specimen in water at Text and Figure
77°F (25°C) reference: MS-2
 Determining Gmb using paraffin coating
• AASHTO T 275 procedures specify that paraffin coating can
be accomplished either through dipping a compacted
asphalt specimen into hot paraffin or by pressing and
sealing pre-manufactured paraffin sheets the specimen
with, called Parafilm. The Asphalt Institute(USA)
recommends that samples be dipped in hot paraffin. The
calculations are as follows :
• Gmb =A/ [ (D-E) – (D-A)/F ]
• where: A = dry mass of the specimen in air, D = mass of
the dry specimen plus paraffin coating in air, E = mass of
the dry specimen plus paraffin coating in water, F =
specific gravity of the paraffin at 25°C (77°F)
Reference : MS-2
3. Calculation of different parameters
 Details of the calculation of different parameters- contd.
• For computation of air void, the determined bulk density of the
specimens cast with different bitumen content are compared with the
respective theoretical maximum specific gravity of the mix with the same
bitumen content .
• Air void (Void in Mix, VIM) can not be measured with any instrument but
is analytically determined in terms of volumetric % of the total mix as,
100 % - % of compacted bulk density of the mix compared with respect
to the theoretical maximum specific gravity. Like for 3% bitumen content,
it is 100 - 2.452/2.687 = 8.75 %. For 4% bitumen content, it is 100 -
2.49/2.643 = 5.79 %.
• Volume in Mineral aggregate (VMA) is another important volumetric
property measured in terms of % of the total mix as, 100 – (compacted
bulk density of the mix * aggregate % of the mix) / bulk specific gravity of
the total aggregate . It is the total of effective bitumen volume and air
void volume.
• Void filled by bitumen (VFB) is the third volumetric property measured in
terms of volume % of VMA and calculated as, (VMA- VIM)/ VMA *100 %.
 Details of the calculation of different
parameters- contd.

Bulk Specific Gravity of the total aggregate is calculated as

follows:

Courtesy: MS-2
 Some important points- worth mentioning
• On the above table, Gse is same for all variation of bitumen content,
which is 2.827.
• If watched carefully, it will be revealed while finding out VMA, average
Bulk Specific Gravity of the aggregates has been used in the formula. But
for Air Void calculation, Effective specific Gravity has been used.
• This is because, VMA is the void in between the aggregates, it has got
nothing to do with the surface pores of the mineral aggregate. Thus,
while calculating VMA it is right to consider Bulk Specific Gravity of the
aggregate.
• Air Void is the void space left out of the Void in Mineral aggregate
(VMA), after bitumen occupies some part of it. This bitumen is the
effective bitumen, a part of the total bitumen added, only after the
absorption of some amount by the surface pores of the mineral
aggregates. That is the concept of Effective Specific Gravity.
• Therefore, for air void calculation, it is appropriate to use Effective
Specific Gravity.
 Graphical representation of different parameters with respect to
varied bitumen content
5.00
2.800
4.75
Bulk Density

Flow (mm)
4.50
2.700
4.25

2.600 4.00
3.75

2.500 3.50
3.25

2.400 3.00
2.75

2.300 2.50
2.25

2.200 2.00
3.00 3.25 3.50 3.75 4.00 4.25 4.50 4.75 5.00 5.25 5.50 5.75 6.00 3.00 3.25 3.50 3.75 4.00 4.25 4.50 4.75 5.00 5.25 5.50
Binder Content(%) Binder Content(%)
Stability (kgs)

15
Flow & Stability are physically
14
measured parameters whose
13
ranges are specified. Bulk
12
Density of the compacted mix
11
is also taken into consideration
10
though its range is not
9
3.00 3.25 3.50 3.75 4.00 4.25 4.50 4.75 5.00 5.25 5.50 5.75 6.00
specified.
Binder Content(%)
 Graphical representation of different parameters with
respect to varied bitumen content
18.00 90.000

17.00
80.000
VMA (%)

VFB (%)
16.00
70.000
15.00
60.000
14.00

13.00 50.000

12.00 40.000

11.00 30.000
3.00 3.25 3.50 3.75 4.00 4.25 4.50 4.75 5.00 5.25 5.50 3.00 3.25 3.50 3.75 4.00 4.25 4.50 4.75 5.00 5.25 5.50
Binder Content(%)
Binder Content(%)

10.000
Air Void, Voids in Mineral Aggregates &
Air Voids (%)

9.000
8.750
8.000
Voids filled by bitumen are the three
7.000
7.350 volumetric properties of the mix. These
6.000 5.790 are analytically derived, not physically
5.000 measured. Ranges are specified in the
4.000 3.930 3.880
3.410 code. For better performance of the
3.000
2.000
bituminous mix, volumetric properties
1.000 are much more important than physically
3.00 3.25 3.50 3.75 4.00 4.25 4.50 4.75 5.00 5.25 5.50 5.75 6.00
Binder Content(%)
measured parameters
 Determination of the design asphalt content
• MS-2 says that it will not be right to depend on only one particular
parameter for selecting design asphalt content because one single asphalt
content can not address all the issues to the highest extent at the same
time.
• It also says, if one single parameter has the maximum influence on the
overall performance of the mix, it is the percentage air void (VIM).
• An acceptable range of 3 to 5 % air void is used. With this range, 4 % air void
is considered to be the best initial estimate to determine the design
bitumen content which will balance the mix performance. Fine-tuning after
that is done on the basis of other parameters.
• Previously, the optimum bitumen content was derived on the basis of
average of the bitumen contents corresponding to maximum compacted
density of the mix, maximum stability and 4% air void. But this concept has
been changed now.
• In IRC:111(2009), also it is said that the design bitumen content should be
considered corresponding to 4 % air void.
• Superpave method, which is the outcome of modern research also says so.
Determination of design bitumen content will produce a narrow range that passes
all the criteria like it is shown in the above figure. Different properties are more
critical for different circumstances, depending on traffic, climatic condition,
structure, construction equipment used and other factors. Thus, balancing process
should not be the same for every pavement and every mix design. Ultimately,
design asphalt content is a compromise selected to balance all the mix properties.
For deeper understanding of
different aspects of asphalt mix
design, MS-2 may please be studied
in details.

Thank you